Gearing for motor-vehicles.



E. H. AVERY. GEARING FOB. MOTOR VEHICLES.

APPLICATION FILED OUT. 19, 1911.

Patented Sept. 30, 1913.

SHEETS-SHEET 1.

Zuivfses jilvenfor E. H. AVERY GEARING FOR MOTOR VEHICLES. APPLICATION FILED OOT.19, 1911.

1,074,341, Patented Sept. 30, 1913.

2 SHEETS-SHEET 21 I III! lllll 1 IIII 1| Lidfnesses J Mar [UNITE sTA Es PATENT OFFICE.

EU ENE xenon) AVERY, ornnAneA'rE, IOWA.

GEARING FOR MOTOR-VEHICLES;

To all whom it may concern: i

-Be it known that I, EUGENE HAROLD AVERY, a citizen of the United States, residing at Bradgate in the county of Humboldt and State of Iowa, have invented a certain new and useful Gearing for Motor- Vehicles, of which the following is a specification.

My invention relates to that class of selfpropelled vehicles, in which power from an engine is transmitted to all four wheels.

It is my object to provide suitable mechanism in a vehicle of this kind by which poweris transmitted from a single power shaft toall four of the vehicle wheels by simple, direct and effective means.

A further object of my invention is to provide a transmission gearing in a vehicle of the class described wherein the differential gears for both front and rear axles are located on such power shaft and not on the axles.

A further object is to provide in such a vehicle a single power shaft on which are three differentials designed to allow for variations in the speed between front and back wheels and between two front wheels and the two back wheels.

A further object is to provide a transmission gear for motor vehicles adapted to drive all fourwheels so located and 'constructed that such gear may be contained in a single gear casing which gear casing may be filled with oil.

A further object is to provide in such a machine suitable means for transmitting power to the front wheels in sucha way that the steering mechanism will not be interfered with. v I

More. particularly, my object is to provide a transmission gearing for motor vehicles, the main parts of which are located on or adjacent to asingle power shaft.

My invention consists in the construction, arrangement and combination of the various parts of the devicewhereby the objects contemplated are attained, as hereinafter more fully set forth, pointed out in my claims and illustrated in the accompanying drawings, in which Figure 1 shows a plan view of the chassis of'a motor driven vehicle, equipped with a transmission gear embodying my invention.

- Fig. 2 shows a side elevation of the same.

Specification of Letters Ilatent.-

Application filed October 19, 1911. Serial No. 655,548.

Patented Sept. 30, 1913.

Fig. 3 shows a detail, central, vertical sectional v1ew. through the.gear casing and the mechanism contained therein, taken on the line 33 of Fig. 1. Fig. 4 shows a sectional, detailview on the line 44 of Fig. 3, the casing being removed. Fig. 5 shows a detail, sectional view showing means for transmittingpower to the rear wheels. Fig. 6 shows a detail view of the means for transmitting power to the front wheels.

In the accompanying drawings, I have used the reference numeral 10 to indicate the frame of the automobile chassis. A rear axle 10 and a front axle 11 are mounted on said frame and wheels 11 are mounted on the axle 10. Front wheels 12 are mounted on the frame in the manner which will hereinafter be explained.

The numeral 13 indicates the steering gear. Mounted on the chassis is an engine 14 of any desired construction. Mounted on the engine shaft adjacent to the engine is a balance wheel 15. Rearwardly in the machine from thebalance 'wheel is a casing 16 containing a counter shaft and portion of the engine shaft and ordinary sliding gears whereby the speed of the vehicle with relation to the speed of the engine is varied. Formed integral with the casing 16 is a casing 17 designed to receive and inclose myimproved transmission gear. The casings 16 and 17 are provided with a detachable top 18 which covers both casings as shown in Fig.2. The lower portion of the-casing 17 is closed except for the openings hereinafter mentioned in order that said casing may be filled with oil in which the transmission gear runs. Vertically mounted within the casing 17 is a power shaft 19 which runs in bearings formed at the upperand lower ends of the casing 17. Below the hearing at the lower end of said casing is a screw threaded cap 17 which may be removed for cleaning the casing and other purposes, Mounted near the upper end of the shaft 19 is a cylindrical block 19 above which is fixed a beveled gear 21. The engine shaft 30 enters the casing 17 'near the upper end thereof and has on its eled gears 23 preferably three in number.

The beveled gears 23 are shown mounted on short shafts 24.

Rotatably mounted on the shaft 19 above the sleeve 22, is a sleeve 25 having formed on its lower surface a horizontal beveled gear 26 in mesh with the beveled gears 23. Rotatably mounted on the sleeve 25 above the beveled gear 26 is a sleeve 27 on the upper surface of which are formed concentric beveled gears 28 and 29. Rigidly mounted on the sleeve 25 above the sleeve 27 is a sleeve 31 similar in form to the sleeve 22. Rotatably mounted in the sleeve 31 are vertical beveled gears 32 preferably three in number in mesh with the horizontal beveled gear 29. Above the sleeves 25 and 31 is a sleeve 33 rotatably mounted on the shaft 19 and held in position between the sleeve 25 and the block 19. On the lower surface of the sleeve 33 are formed horizontal beveled gears 34 and 35. The beveled gear 34 is in mesh with the vertical beveled gears 32 in the sleeve 31. Below the sleeve 22 rotatably mounted on the shaft 19 is a sleeve 36 on the upper surface of which is formed a horizontal, beveled gear 37 in mesh with the beveled gears 23 in the sleeve 22. Rotatably mounted on the sleeve 36 just below the beveled gear 37 is a sleeve 38 on the lower surface of which are formed the beveled gears 39 and 40. Fixed to the sleeve 36 below the sleeve 38 is a sleeve .41 similar to the sleeves 31 and 22 in which are rotatably mounted vertical beveled gears 42, preferably three in number in mesh with the horizontal beveled gear 39. Below the sleeve 41 and rotatably mounted on the sleeve 36 is a sleeve 43 on the upper surface of which are formed horizontal beveled gears 44 and 45. The beveled gear 45 is in mesh with the beveled gears 42 in the sleeve 41. Extending through the wall of the casing 17 and rot-atably mounted in said wall is a shaft 46 designed to connect with the drive shaft extending to one of the rear wheels. On the inner end of the shaft 46 is a beveled gear 47 in mesh with the beveled gear 28. A similar shaft 48 extends through the wall of the casing 17 and has on its end a beveled -and.50, and the other shaft similar to the shaft 50. On the ends of the extensions 52 are secured caps 53 between which and the extensions 52 I provide suitable packing material 54. Onaccount of the construction of the extensions 52 and'adjacent parts, contained within the casing .17 form three tiallv oil tight and may be filled with oil in which the gears travel.

It will be seen that the parts described as contained within the casing 17 form three differentials mounted on a single shaft. It is believed it is unnecessary to explain in detail the work of these differentials since their working is easily understood from the working of any ordinary differential. The sleeve 22 and the gears thereon in connection with the sleeves 25 and 36 and the mech-' anism connected therewith forms the differential between the front wheels and the back wheels. The sleeves 27, 31 and 33 and the mechanism connected therewith form a differential between the two back wheels. The sleeves 38, 43 and 41 form the differential between the two front wheels. It will be noted in this connection that each of the drive shafts for the various wheels is driven practically directly from the power shaft.

On the inside of each of the rear wheels, is formed a vertical beveled gear 56. Connected with the shafts 46 and 48 by means of universal joints 57 and 58 are drive shafts '59 and 60 which extend to-positions adja cent to each of the rear wheels where they are connected by universal joints 61 and 62 with short shafts 64 which are rotatably and non-slidably mounted on the rear axle. Fixed on the shafts 64 within bearings 65 and 66 are beveled gears 67 in mesh with the beveled gears 56 on the rear wheels. On the rear axles are hand brakes 68. The shafts 59 and 60 and 71 hereinafter described are provided with square heads 69 which are slidably received in recesses in the universal joints 57 and 58 and 70 hereinafter mentioned and are designed to permit slight longitudinal movement of said shafts 5.9, 60

i and 71.

Connected with the shaft 50 by means of a universal joint 70, is a shaft 71 extending to a point adjacent to one of the front wheels and mounted in a bearing 72 on the front axle. In the shaft 71 is a universal joint 63. The front wheels are mounted on stub axles shown by the dotted lines in Fig. 6 which are rotatably mounted in bearings 73 which bearings are pivotally mounted by means of shafts 74 in brackets 75 on the front axle. Rotatably mounted near the lower end of the shaft 74 is a double, faced beveled gear 76 having its lower face in mesh with a beveled gear 77 on the shaft 71 and having its upper face in mesh with a beveled gear 78 on the inner end of the stub axle. The front wheels 12 are fixed on said stub axles. The construction of the mechanism for imparting motion to the front wheels is the same for both wheels.

It will be noted from the description hereoperated in the ordinary wa inbefore set forth that the front wheels ma move laterall on the shafts 74 in whic case thebeve ed gear 78 will travel on the beveled gear 76 without interfering in any way with said lateral motion.

I will now describe the ractical operation of my improved transm ssion gearing for automobiles. I assume that the engine is and that the steerin mechanism is of ordmary construction. en the automobile is in motion, assuming the load on the front wheels and back wheels to be; equal, the rotation" of the shaft 19 will cause the rotation of the sleeve 22. The beveled gears 23 in the sleeve 22 willengage the beveled gears 26 and 37 with equal force and the sleeves 25, 31, 33, 36, 43 and 41 will all berotated equally. If, however, the load on the back wheels is heavier than the'load on the front wheels, the beveled gears 23 will travel faster over the beveled gear 37 than over the beveled gear 26.- Thus in turning a corner, ordinarily the front wheels travel the longer distance while the back wheels carry the greater load.- In the illustration now under consideration, the fact that the beveled gears travel more rapidly upon the beveled 'hereinbefore described-has man summary,

gear 37 than upon the beveled gear 26 causes the front wheels to travel more rap idly than'the rear wheels. The upper and 'loWer differentials operate in the same way as between thetwo rear wheels and the two front wheels. v

It is believed that the transmission gear decided advantages. Drive shafts for running all four wheels are driven. directly from a single power shaft. This is believed to accomplish the transmission of power with a minimum .of loss. On the power shaft are mounted three differential mechanisms whereby differentials are established between the front and rear wheels and between the two front and two rear wheels. The adjustment is secured on a single shaft and it is believedthat this form of transmission is original and novel. The'transmisslon' gear is so located and constructed that it may be contained within a single casing and can run in oil therein. The saving of wear and expense accomplished in this way is very great. It is believed that the arrangement ofthe differentials on the same shaft and the means for driving the drive shafts directly from the differentials, effect a great savi in wear and power. It is also believe to be advantageous to place the transmission and differential gears near the engine instead' of farther therefrom.. This effects an economy of wear. and power. In locate my differentials and transmission gearing near the engine in .to each other.

. My device is especially designed for use with power trucks and withauto vehicles adapted to farm traction purposes. For a vehicle of this kind, transmission of power to all four wheels is desirable. Especially in a farm traction vehicle of the type mentioned, it is desirable to have few and simple parts. My parts are as few in number as they can well be to accomplish the purpose and are not of complicated construction. By arranging them within a single casing where they can run in oil, their durability is very largely increased.

.It will be noted that the arrangement of my drive-shafts with relation-to the front wheels is such that there is no-interference with the steering mechanism.

I claim as my invention- 1. In a device of the class described, an upright shaft, means for operatively connecting the upper'end of said shaft with an engine shaft, upper, middle and lower differential gears mounted on said shaft, the

middle gear being operatively connected with said shaft and with said upper and lower differential gears, and having a differential motion with relation tothe upper and lower differential gear, a gear casing inclosing said differentials and said upright shaft and forming bearings for the latter, two short shafts mounted-in said casing near the upper differential, said short shafts being operatively connected with the upper and lower gears respectively of the upper differential, two short shafts mounted in said casing near the lower differential, said last named short shafts being operatively connected respectively with the upper and lower gears of said lower differential gear, said short shafts being mounted in substantially oil tight bearings and said casing being designed to contain oil in which said differentials run.

2. In a device of the class described, a vertical power shaft, a middle differential gear operatively mounted thereon, upper and lower differential gears mounted on said shaft and operatively connected with said middle differential gear, short shafts operatively. connected respectively with the upper and lower gears of the upper and lower differential ears, driven-shafts, joints connecting said s ort shafts'with said respective driven shafts, said driven shafts being composed of two parts capable of longitudinal, sliding movement with relation AVERY.

EUGENE HAROLD Witnesses:

M. R. HIGBY, D.'R. Bones. 

